Vertical takeoff and landing aerial vehicle and cooling system

ABSTRACT

A vertical takeoff and landing aerial vehicle and a cooling system for the aerial vehicle. Heat dissipation in an arm of an aerial vehicle is achieved by installing a fan in a hollow interior of each of a left linear support and a right linear support of the aerial vehicle, thereby achieving the purposes of lowering temperature in the arm and protecting equipment in the arm.

TECHNICAL FIELD

The utility model relates to the technology of unmanned aerial vehicles,and in particular to a vertical takeoff and landing unmanned aerialvehicle and a cooling system for the unmanned aerial vehicle.

BACKGROUND

Heat productivity is large during the working period of a lift motor andan electronic speed controller of an existing vertical takeoff andlanding unmanned aerial vehicle, but an arm structure of the existingunmanned aerial vehicle is mostly a closed cavity structure which is notconducive to diffusion of hot air. There is generally no heatdissipation for equipment in the arm during the working period of thelift motor and the electronic speed controller of the existing verticaltakeoff and landing unmanned aerial vehicle, which causes a certaininfluence on the equipment in the arm.

SUMMARY

The utility model relates to a vertical takeoff and landing unmannedaerial vehicle and a cooling system for the unmanned aerial vehicle,which are used for solving the problem that an arm of the unmannedaerial vehicle is poor in heat dissipation.

The utility model provides a vertical takeoff and landing (VTOL)unmanned aerial vehicle, which comprises:

a left main wing and a right main wing;

a left front wing and a right front wing;

a main body which is engaged with the left main wing and the right mainwing;

a left linear support for connecting the left main wing with the leftfront wing;

a right linear support for connecting the right main wing with the rightfront wing;

the left linear support having a first group of multiple lift propellersarranged thereon;

the right linear support having a second group of multiple liftpropellers arranged thereon;

wherein the left linear support and the right linear support each have ahollow interior;

at least one air inlet which is provided on each of the left linearsupport and the right linear support;

at least one air outlet which is provided on each of the left linearsupport and the right linear support; and

a fan which is arranged in the hollow interior of each of the leftlinear support and the right linear support.

In one embodiment of the utility model, the fan is arranged at aposition close to the front end of each of the left linear support andthe right linear support.

In one embodiment of the utility model, the unmanned aerial vehiclefurther comprises a plurality of motors which are arranged in the hollowinteriors;

In one embodiment of the utility model, a diameter or width of each airinlet in the at least one air inlet is less than a radius of each of theleft linear support and the right linear support.

In one embodiment of the utility model, two ends of each of the leftlinear support and the right linear support are formed as a taperedstructure.

In one embodiment of the utility model, the air inlets are located atthe front ends of the left linear support and the right linear support,and the air outlets are located at the rear ends of the left linearsupport and the right linear support.

A plurality of air inlets in a shape of oblong are provided, the lengthdirections of the air inlets are provided along a generatrix of thetapered structure, and the plurality of air inlets are spaced from oneanother; a plurality of air outlets in a shape of oblong are provided,length directions of the air outlets are provided along a generatrix ofthe tapered structure in a spaced manner, and the plurality of airoutlets are spaced from one another.

In one embodiment of the utility model, the unmanned aerial vehiclefurther comprises a detachable pod attached to the bottom face of theunmanned aerial vehicle.

In one embodiment of the utility model, the pod is a passenger pod or acargo pod.

In one embodiment of the utility model, a rotating shaft of the fan isperpendicular to a rotating shaft of each lift propeller in theplurality of the plurality of lift propellers.

In one embodiment of the utility model, the unmanned aerial vehiclefurther comprises at least one propulsion propeller arranged on theunmanned aerial vehicle.

The utility model further provides a cooling system for an unmannedaerial vehicle, which comprises:

a hollow linear support;

a plurality of lift propellers which are arranged on the linear support;

a plurality of motors for driving the lift propellers, wherein theplurality of motors are arranged in the hollow linear support;

at least one air inlet which is provided on the linear support;

at least one air outlet which is provided on the linear support;

a fan which is arranged in the linear support to supply air from anexternal environment to the interior of the hollow linear support; and

wherein a diameter or width of each air inlet in the at least one airinlet is less than a radius of the linear support.

In one embodiment of the utility model, the fan is arranged at aposition close to the front end of the linear support.

In one embodiment of the utility model, the linear support is in astraight configuration.

In one embodiment of the utility model, the at least one air inlet isprovided at a position close to the front end of the linear support.

In one embodiment of the utility model, the at least one air outlet isprovided at a position close to the rear end of the linear support.

In one embodiment of the utility model, the cooling system furthercomprises a pod detachably connected to the bottom face of the unmannedaerial vehicle.

In one embodiment of the utility model, the pod is a passenger pod or acargo pod.

The utility model provides a vertical takeoff and landing unmannedaerial vehicle, which comprises: a left main ring and a right main wing;a left front wing and a right front wing; a main body which is engagedwith the left main wing and the right main wing; a left linear supportfor connecting the left main wing with the left front wing; a rightlinear support for connecting the right main wing with the right frontwing; the left linear support having a first group of multiple liftpropellers arranged thereon, the right linear support having a secondgroup of multiple lift propellers arranged thereon; wherein the leftlinear support and the right linear support each have a hollow interior;at least one air inlet which is provided on each of the left linearsupport and the right linear support; at least one air outlet which isprovided on each of the left linear support and the right linearsupport; and a fan which is arranged in the hollow interior of each ofthe left linear support and the right linear support. According to thevertical takeoff and landing unmanned aerial vehicle provided by theutility model, heat dissipation in an arm of an unmanned aerial vehicleis achieved by installing a fan in a hollow interior of each of a leftlinear support and a right linear support of the unmanned aerialvehicle, thereby achieving the purposes of lowering temperature in thearm and protecting equipment in the arm.

Although this specification includes many specific implementationdetails, these should not be construed as limitations on the scope ofany utility model or of what may be claimed, but rather as descriptionsspecific to features of particular implementations of particularembodiments. Certain features that are described in the context ofdifferent implementations in this specification may also be implementedin combination in a separate implementation. In contrast, variousfeatures described in the context of the separate implementation mayalso be implemented in multiple implementations separately or in anyappropriate sub-combination. In addition, although the features may bedescribed above and below as acting in certain combinations and eveninitially described as such, one or more features from adescribed/claimed combination may be excised from the combination incertain cases, and the described/claimed combination may be directed toa sub-combination or variations of the sub-combination.

Many implementations have been described. However, it should beunderstood that various modifications may be made without departing fromthe spirit and scope of the utility model. For example, the exampleoperations, methods, or processes described herein may comprise moresteps or less steps than those described. In addition, the steps inthese example operations, methods, or processes may be performed indifferent alternative ways than those described or illustrated in thefigures.

The details of one or more implementations of a subject matter describedin the utility model are set forth in the accompanying drawings and thedescription below. Other features, aspects and advantages of the subjectmatter will become apparent in accordance with the specification, theaccompanying drawings, and the claims.

BRIEF DESCRIPTION OF THE DRAWINGS

It should be noted that the accompanying drawings may be in simplifiedform and may not be precise in scale. With reference to the disclosureherein, for purposes of convenience and clarity only, directional termssuch as top, bottom, left, right, up, down, upper side, above, beneath,below, rear portion, front portion, distal end, and proximal end areused with reference to the accompanying drawings. These directionalterms should not be construed to limit the scope of the embodiments inany way.

FIG. 1 a is a top perspective view of an embodiment of a VTOL (verticaltakeoff and landing) unmanned aircraft system with a flight platform anda fan in accordance with one aspect of an embodiment;

FIG. 1 b is a sectional view of a side portion of the unmanned aircraftsystem of FIG. 1 a;

FIG. 1 c is a top perspective view of an embodiment of a VTOL unmannedaircraft system with a flight platform and a fan in accordance withstill another aspect of an embodiment;

FIG. 1 d is a top perspective view of an embodiment of a VTOL unmannedaircraft system with a flight platform and a fan in accordance withstill another aspect of the embodiment;

FIG. 2 is a side view of air inlets and air outlets of an unmannedaircraft system in accordance with one aspect of an embodiment;

FIG. 3 is a top perspective view of an embodiment of an unmannedaircraft system in accordance with still another aspect of anembodiment;

FIG. 4 is a top rear perspective view of the unmanned aircraft system ofFIG. 3 ;

FIG. 5 is a side view of the unmanned aircraft system of FIG. 3 ;

FIG. 6 is a top perspective view of another embodiment of a VTOLunmanned aircraft system with a flight platform and a detachablyattached pod in accordance with one aspect of the embodiment;

FIG. 7 is a top view of the unmanned aircraft system of FIG. 6 inaccordance with one aspect of the embodiment;

FIG. 8 is a front view of the unmanned aircraft system of FIG. 6 inaccordance with one aspect of the embodiment;

FIG. 9 is a top perspective view of an embodiment of a VTOL unmannedaircraft system with a flight platform and a detachably attachedpassenger pod in accordance with one aspect of the embodiment;

FIG. 10 is a front view of the unmanned aircraft system of FIG. 9 inaccordance with one aspect of the embodiment;

FIG. 11 is a rear perspective view of the unmanned aircraft system ofFIG. 9 in accordance with one aspect of the embodiment;

FIG. 12 is a side perspective view of the unmanned aircraft system ofFIG. 9 in accordance with one aspect of the embodiment, wherein thepassenger pod is detached from the flight platform and parked on theground;

FIG. 13 is a rear perspective view of the embodiment of FIG. 9 inaccordance with one aspect of the embodiment;

FIG. 14 is a rear perspective view of another embodiment in accordancewith one aspect of the embodiment;

FIG. 15 is a side bottom perspective view of still another embodiment ofan unmanned aircraft system in accordance with one aspect of theembodiment;

FIG. 16 is a perspective view of one embodiment of an unmanned aircraftsystem in accordance with another aspect of the embodiment;

FIG. 17 is a close-up view of an encircled region in FIG. 16 inaccordance with another aspect of the embodiment;

FIG. 18 is a side view of one embodiment of an unmanned aircraft systemin accordance with another aspect of the embodiment;

FIG. 19 is a front view of one embodiment of an unmanned aircraft systemin accordance with another aspect of the embodiment;

FIG. 20 is a rear view of one embodiment of an unmanned aircraft systemin accordance with another aspect of the embodiment;

FIG. 21 is an upward view of one embodiment of an unmanned aircraftsystem in accordance with another aspect of the embodiment;

FIG. 22 is a perspective view of another embodiment of a flight platformin accordance with another aspect of the embodiment;

FIG. 23 is a side view of another embodiment of a flight platform inaccordance with another aspect of the embodiment;

FIG. 24 is a front view of another embodiment of a flight platform inaccordance with another aspect of the embodiment;

FIG. 25 is a rear view of another embodiment of a flight platform inaccordance with another aspect of the embodiment;

FIG. 26 is an upward view of another embodiment of a flight platform inaccordance with another aspect of the embodiment;

FIG. 27 is a side view of another embodiment of a passenger pod inaccordance with another aspect of the embodiment;

FIG. 28 is a bottom perspective view of another embodiment of apassenger pod in accordance with another aspect of the embodiment;

FIG. 29 is a front view of another embodiment of a passenger pod inaccordance with another aspect of the embodiment;

FIG. 30 is a rear view of another embodiment of a passenger pod inaccordance with another aspect of the embodiment;

FIG. 31 is an upward view of another embodiment of a passenger pod inaccordance with another aspect of the embodiment;

FIG. 32 is a side view of another embodiment of a flight platformattached to a cargo pod in accordance with another aspect of theembodiment;

FIG. 33 is a perspective view of another embodiment of a flight platformwithout a propulsion propeller in accordance with another aspect of theembodiment;

FIG. 34 is a side view of another embodiment of a passenger pod with apropulsion propeller in accordance with another aspect of theembodiment;

FIG. 35 is a perspective view of still another embodiment of a flightunmanned aircraft system, wherein six flotation devices are inflated;

FIG. 36 is a side view of the aerial vehicle of FIG. 35 ;

FIG. 37 is a side sectional view of an unmanned aerial vehicle with acooling system in accordance with one aspect of an embodiment of theutility model;

FIG. 38 is a view illustrating a configuration of ailerons of anunmanned aerial vehicle.

Where reference is made to components with reference numerals, likeparts are denoted by the same reference numerals throughout theaccompanying drawings of the specification:

100—unmanned aerial vehicle; 101—flight platform; 102—main body;103A—left linear support; 103B—right linear support; 104A—left mainwing; 104B—right main wing; 105A—left front wing; 105B—right front wing;106A—left vertical stabilizer; 106B—right vertical stabilizer;107—propulsion propeller; 107A—left propulsion propeller; 107B—rightpropulsion propeller; 108A—first lift propeller; 108B—second liftpropeller; 108C—third lift propeller; 108D—fourth lift propeller;108E—fifth lift propeller; 108F—sixth lift propeller; 109A—left wingtippropeller; 109B—right wingtip propeller; 110A—left wingtip verticalstabilizer; 110B—right wingtip vertical stabilizer; 111A—left foldingleg; 111B—right folding leg; 112A—first leaf spring; 112B—second leafspring; 112C—third leaf spring; 112D—fourth leaf spring; 116—verticalexpander; 117—central propulsion propeller; 130—cargo pod; 135A—firstpod leaf spring; 135B—second pod leaf spring; 135C—third pod leafspring; 135D—fourth pod leaf spring; 140—passenger pod; 145A—pod leg;145B—pod leg; 145C—pod leg; 145D—pod leg; 147—pod-attaching latch;148—electric wheel; 149—shell; 150—energy storage unit in flightplatform; 155—energy storage unit in pod; 160—flotation device; 170—fan;180—motor; 190—air inlet; 200—air outlet; 201—aileron; A—airflowdirection; B—air inlet direction; C—air outlet direction.

DETAILED DESCRIPTION OF THE EMBODIMENTS

Different aspects of various embodiments may now be better understood byturning to the following detailed description of the embodiments, whichare presented as illustrative examples of the embodiments defined in thetechnical solutions. It is expressly understood that the embodimentsdefined by the technical solutions may be broader than the illustratedembodiments described below.

The words used in the specification to describe the various embodimentsshould be understood to not only have commonly defined meanings thereof,but, in structures, materials, or actions in the specification, toinclude special definitions beyond the scope of the generally definedmeanings. Hence, if a component may be understood in the context of thespecification to include more than one meaning, its use in the technicalsolution must be understood to be general for all possible meaningssupported by the specification and the words themselves.

The term “unmanned aerial vehicle” is defined as a flight transportationsystem with at least one propeller as one propulsion source. The term“unmanned aerial vehicle” may comprise both “manned” and “unmanned”flight transportation systems. The “manned” unmanned aerial vehicle mayrefer to a flight transportation system that carries human passengers,none of which has right of control over the unmanned aerial vehicle. The“manned” unmanned aerial vehicle may also refer to a flighttransportation system that carries human passengers, with some or one ofthe human passengers having a certain right of control over the unmannedaerial vehicle.

As the background, during the working period of a lift motor and anelectronic speed controller of an existing vertical takeoff and landingunmanned aerial vehicle, there is no special equipment for heatdissipation of equipment in an arm, thus causing a certain influence onthe equipment in the arm. To solve the problem that an arm of anunmanned aerial vehicle is poor in heat dissipation, the utility modelprovides a vertical takeoff and landing unmanned aerial vehicle, whichcomprises: a left main ring and a right main wing; a left front wing anda right front wing; a main body which is engaged with the left main wingand the right main wing; a left linear support for connecting the leftmain wing with the left front wing; a right linear support forconnecting the right main wing with the right front wing; the leftlinear support having a first group of multiple lift propellers arrangedthereon, the right linear support having a second group of multiple liftpropellers arranged thereon, and the left linear support and the rightlinear support each have a hollow interior; at least one air inlet whichis provided on each of the left linear support and the right linearsupport; at least one air outlet which is provided on each of the leftlinear support and the right linear support; and a fan which is arrangedin the hollow interior of each of the left linear support and the rightlinear support.

The technical solutions of the utility model will be described below indetail in conjunction with specific accompanying drawings.

FIG. 1 a is a top perspective view of an embodiment of a VTOL (verticaltakeoff and landing) unmanned aircraft system with a flight platform anda fan in accordance with one aspect of an embodiment; FIG. 1 b is asectional view of a side portion of the unmanned aircraft system of FIG.1 a ; FIG. 1 c is a top perspective view of an embodiment of a VTOLunmanned aircraft system with a flight platform and a fan in accordancewith still another aspect of an embodiment; FIG. 1 d is a topperspective view of an embodiment of a VTOL unmanned aircraft systemwith a flight platform and a fan in accordance with still another aspectof the embodiment; FIG. 2 is a side view of air inlets and air outletsof an unmanned aircraft system in accordance with one aspect of anembodiment; FIG. 3 is a top perspective view of an embodiment of anunmanned aircraft system in accordance with still another aspect of anembodiment; FIG. 4 is a top rear perspective view of the unmannedaircraft system of FIG. 3 ; FIG. 5 is a side view of the unmannedaircraft system of FIG. 3 ; FIG. 6 is a top perspective view of anotherembodiment of a VTOL unmanned aircraft system with a flight platform anda detachably attached pod in accordance with one aspect of theembodiment; FIG. 7 is a top view of the unmanned aircraft system of FIG.6 in accordance with one aspect of the embodiment; FIG. 8 is a frontview of the unmanned aircraft system of FIG. 6 in accordance with oneaspect of the embodiment; FIG. 9 is a top perspective view of anembodiment of a VTOL unmanned aircraft system with a flight platform anda detachably attached passenger pod in accordance with one aspect of theembodiment; FIG. 10 is a front view of the unmanned aircraft system ofFIG. 9 in accordance with one aspect of the embodiment; FIG. 11 is arear perspective view of the unmanned aircraft system of FIG. 9 inaccordance with one aspect of the embodiment; FIG. 12 is a sideperspective view of the unmanned aircraft system of FIG. 9 in accordancewith one aspect of the embodiment, wherein a passenger pod is detachedfrom the flight platform and parked on the ground; FIG. 13 is a rearperspective view of the embodiment of FIG. 9 in accordance with oneaspect of the embodiment; FIG. 14 is a rear perspective view of anotherembodiment in accordance with one aspect of the embodiment; FIG. 15 is aside bottom perspective view of still another embodiment of an unmannedaircraft system in accordance with one aspect of the embodiment; FIG. 16is a perspective view of one embodiment of an unmanned aircraft systemin accordance with another aspect of the embodiment; FIG. 17 is aclose-up view of an encircled region in FIG. 16 in accordance withanother aspect of the embodiment; FIG. 18 is a side view of oneembodiment of an unmanned aircraft system in accordance with anotheraspect of the embodiment; FIG. 19 is a front view of one embodiment ofan unmanned aircraft system in accordance with another aspect of theembodiment; FIG. 20 is a rear view of one embodiment of an unmannedaircraft system in accordance with another aspect of the embodiment;FIG. 21 is an upward view of one embodiment of an unmanned aircraftsystem in accordance with another aspect of the embodiment; FIG. 22 is aperspective view of another embodiment of a flight platform inaccordance with another aspect of the embodiment; FIG. 23 is a side viewof another embodiment of a flight platform in accordance with anotheraspect of the embodiment; FIG. 24 is a front view of another embodimentof a flight platform in accordance with another aspect of theembodiment; FIG. 25 is a rear view of another embodiment of a flightplatform in accordance with another aspect of the embodiment; FIG. 26 isan upward view of another embodiment of a flight platform in accordancewith another aspect of the embodiment; FIG. 27 is a side view of anotherembodiment of a passenger pod in accordance with another aspect of theembodiment; FIG. 28 is a bottom perspective view of another embodimentof a passenger pod in accordance with another aspect of the embodiment;FIG. 29 is a front view of another embodiment of a passenger pod inaccordance with another aspect of the embodiment; FIG. 30 is a rear viewof another embodiment of a passenger pod in accordance with anotheraspect of the embodiment; FIG. 31 is an upward view of anotherembodiment of a passenger pod in accordance with another aspect of theembodiment; FIG. 32 is a side view of another embodiment of a flightplatform attached to a cargo pod in accordance with another aspect ofthe embodiment; FIG. 33 is a perspective view of another embodiment of aflight platform without a propulsion propeller in accordance withanother aspect of the embodiment; FIG. 34 is a side view of anotherembodiment of a passenger pod with a propulsion propeller in accordancewith another aspect of the embodiment; FIG. 35 is a perspective view ofstill another embodiment of a flight unmanned aircraft system, whereinsix flotation devices are inflated; FIG. 36 is a side view of the aerialvehicle of FIG. 35 . FIG. 37 is a side sectional view of an unmannedaerial vehicle with a cooling system in accordance with one aspect of anembodiment of the utility model; and FIG. 38 is a view illustrating aconfiguration of ailerons of an unmanned aerial vehicle.

FIG. 1 a is a top perspective view of an embodiment of a VTOL unmannedaircraft system with a flight platform and a fan in accordance with oneaspect of an embodiment. FIG. 1 b is a sectional view of a side portionof the unmanned aircraft system of FIG. 1 a . An unmanned aerial vehicle100 at least comprises: a left main wing 104A and a right main wing104B; a left front wing 105A and a right front wing 105B; a main body102 which is engaged with the left main wing 104A and the right mainwing 104B; a left linear support 103A for connecting the left main wing104A with the left front wing 105A; a right linear support 103B forconnecting the right main wing 104B with the right front wing 105B; theleft linear support 103A having a first group of multiple liftpropellers 108A, 108B and 108C arranged thereon; the right linearsupport 103B having a second group of multiple lift propellers 108D,108E and 108F arranged thereon; wherein the left linear support 103A andthe right linear support 103B each have a hollow interior; at least oneair inlet 190 which is provided on each of the left linear support 103Aand the right linear support 103B; at least one air outlet 200 which isprovided on each of the left linear support 103A and the right linearsupport 103B; and a fan 170 which is arranged in the hollow interior ofeach of the left linear support 103A and the right linear support 103B.

By adopting the unmanned aerial vehicle provided by the utility model,heat dissipation in an arm of the unmanned aerial vehicle is achieved byinstalling a fan in the hollow interior of each of a left linear supportand a right linear support of the unmanned aerial vehicle, therebyachieving the purposes of lowering the temperature in the arm andprotecting equipment in the arm.

FIG. 3 depicts an embodiment of a VTOL unmanned aerial vehicle 100 witha front wing configuration in general.

The various part features of the unmanned aerial vehicle 100 in thevarious embodiments shown in the accompanying drawings, which areillustrative only, may be flexibly combined to form an unmanned aerialvehicle with a new structure.

The unmanned aerial vehicle 100 in FIG. 3 may have two main wings 104A,104B as a left main wing and a right main wing, and two front wings as aleft front wing 105A and a right front wing 105B. The two main wings104A, 104B and the two front wings 105A, 105B may be attached to a mainbody 102, wherein the main body may be positioned along a centrallongitudinal line of the unmanned aerial vehicle 100. The unmannedaerial vehicle 100 may also have a left linear support 103A arrangedparallel to the main body 102, which may connect the left main wing 104Ato the left front wing 105A. Similarly, the unmanned aerial vehicle 100may also have a right linear support 103B arranged parallel to the mainbody 102, which may connect the right main wing 104B to the right frontwing 105B. Wherein the front wings of the unmanned aerial vehicle mainlycontrol a flight attitude of the unmanned aerial vehicle during theflight period, such as controlling the pitch of the unmanned aerialvehicle. The main wings of the unmanned aerial vehicle, acting as thelargest wings at the two sides of a fuselage, are usually used forgenerating lift to support the unmanned aerial vehicle to fly in theair, and meanwhile, certain stabilization and manipulation effects areachieved.

In one embodiment, the unmanned aerial vehicle 100 may also not have thefront wing configuration. Illustratively, the unmanned aerial vehicle100 may have two main wings as a left main wing and a right main wing,and two ailerons as a left aileron and a right aileron, all of which areengaged together to form a flight platform.

In one embodiment, as shown in FIG. 38 , the aileron 201 of the unmannedaerial vehicle may be arranged at the rear side of the main wing 104B,there may be at least one aileron, preferably two, which is in asheet-like configuration, and capable of moving up and down to controlthe roll of the aircraft.

The left linear support 103A and the right linear support 103B areexpected to improve the structural integrity of the unmanned aerialvehicle 100. In other embodiments, the left linear support 103A and theright linear support 103B may accommodate driving motors (not shown) fordriving each lift propeller 108A, 108B, 108C, 108D, 108E, and 108F.Thus, the left linear support 103A and the right linear support 103B maybe used for fixing the lift propellers to reduce usage of the parts ofthe unmanned aerial vehicle, and while simplifying structural parts ofthe unmanned aerial vehicle, the overall strength of the unmanned aerialvehicle may be improved due to the engagement of the left linear support103A and the right linear support 103B with the two front wings and thetwo main wings. As will be disclosed later, the left linear support 103A and the right linear support 103B may also accommodate folding legs111, each of which may be retracted into the left linear support 103 Aand the right linear support 103B.

In one possible embodiment, two ends of each of the left linear support103 A and the right linear support 103B are formed as a taperedstructure. Preferably, the apex of the tapered structure at each endpart of the left linear support 103A is located on the axis of the leftlinear support 103A, and the apex of the tapered structure at each endpart of the right linear support 103B is located on the axis of theright linear support 103B. It is easy to understand that resistance ofair to the linear supports in the flight process of the unmanned aerialvehicle 100 may be reduced by forming two ends of each of the leftlinear support 103A and the right linear support 103B as the taperedstructure, and thus the cruising ability of the unmanned aerial vehicle100 is improved. The embodiment is not intended to limit an includedangle between a generatrix and the axis of the tapered structure, andthose skilled in the art may set the included angle according to actualneeds.

In one embodiment, the left linear support 103A and the right linearsupport 103B are attached to the distal ends of the left front wing 105Aand the right front wing 105B respectively. In still another embodiment,the left linear support 103A and the right linear support 103B extendbeyond the front wings 105A, 105B.

In one embodiment, the left linear support 103A and the right linearsupport 103B are attached to positions near the middle portions of theleft main wing 104A and the right main wing 104B respectively. In stillanother embodiment, the left linear support 103A and the right linearsupport 103B extend beyond the main wings 104A, 104B along a backwardsdirection.

The left linear support 103A is expected to be relative narrow indiameter, and may have a first group of multiple lift propellers 108A,108B, 108C arranged at the top side, the bottom side, or both, of theleft linear support 103A. In one feasible embodiment, these liftpropellers 108A, 108B, 108C may be driven by low profile motors arrangedin the hollow interior of the left linear support 103A. In an embodimentshown in FIG. 3 , the lift propellers 108A, 108B, 108C are only arrangedat the top side of the left linear support 103A. It should be noted thatthe number of the lift propeller shown in the figure is for illustrativepurpose only, the utility model is not intended to limit the number ofthe lift propeller, and the lift propeller may be increased or decreasedaccording to the demand in actual. Likewise, the right linear support103B is expected to be relative narrow in diameter, and may have asecond group of multiple lift propellers 108D, 108E, and 108F arrangedon the top side, the bottom side, or both, of the right linear support103B. In one feasible embodiment, these lift propellers 108D, 108E, 108Fmay be driven by low profile motors arranged in the hollow interior ofthe right linear support. In an embodiment shown in FIG. 3 , the liftpropellers 108D, 108E, 108F are only arranged at the top side of theright linear support 103B. It should be noted that the number of thelift propeller shown in the figure is for illustrative purpose only, theutility model is not intended to limit the number of the lift propeller,and the lift propeller may be increased or decreased according to thedemand in actual.

In one embodiment, the left linear support 103A has at least one airinlet and at least one air outlet which are provided thereon.Illustratively, referring to FIG. 2 , at least one air inlet 190 and atleast one air outlet 200 may be provided at the front end and the rearend of the left linear support 103A respectively, thereby allowing airto enter the hollow interior of the left linear support 103A from anexternal environment. The at least one air inlet and the at least oneair outlet may be flexibly provided, for example, in addition to thatthe air inlet may be provided at a position near the front end of theleft linear support 103A and the air outlet may be provided at aposition near the rear end of the left linear support 103A, the airinlet and the air outlet may also be provided at the side faces (the topface, the bottom face, the left side face and the right side face) ofthe left linear support 103A, and the utility model is not intended tolimit the providing of the air inlet and the air outlet. In oneembodiment, a diameter or width of each air inlet in the at least oneair inlet is less than a radius of the left linear support 103A. Itshould be noted that the air inlets and the air outlets shown in FIG. 2are for illustrative purpose only, the utility model is not intended tolimit the shape and number of the air inlet and the air outlet, and theair inlet and the air outlet may be flexibly provided according to thedemand in actual.

Preferably, the air inlets 190 are located at the front ends of the leftlinear support 103A and the right linear support 103B, and the airoutlets 200 are located at the rear ends of the left linear support 103Aand the right linear support 103B. It should be understood by thoseskilled in the art that the air flows into the hollow interiors from theair inlets 190 at the front ends of the left and right linear supports103A, 103B and flows out of the air outlets 200 at the rear ends of theleft and right linear supports 103A, 103B, thereby dissipating heat fromthe left linear support 103A and the right linear support 103B as awhole to prevent the interiors of the left linear support 103A and theright linear support 103B from excessive local temperatures.

One possible implementation is that, the two ends of each of the leftlinear support 103A and the right linear support 103B are of a taperedstructure, the air inlets 190 are located at the front ends of the leftlinear support 103A and the right linear support 103B, and the airoutlets 200 are located at the rear ends of the left linear support 103Aand the right linear support 103B. At the moment, the shapes of the airinlet 190 and the air outlet 200 may be provided in an oblong, a lengthdirection of the oblong is arranged along a generatrix of the taperedstructure, a spacing is provided between adjacent air inlets 190, and aspacing is provided between adjacent air outlets 200. It should beunderstood by those skilled in the art that providing the shapes of theair inlet 190 and the air outlet 200 to be the oblong may avoid thecausing of large influence on the structural strength of the left linearsupport 103A and the right linear support 103B on the basis ofguaranteeing air intake and exhaust of the left linear support 103A andthe right linear support 103B.

Further, a fan is arranged in the hollow interior of the left linearsupport 103A to force the air from the air inlet to reach the air outletthrough the hollow interior. In one embodiment, the fan may be arrangedat a position near the front end of the left linear support 103A. In oneembodiment, a rotating shaft of the fan is perpendicular to a rotatingshaft of each of the lift propellers 108A, 108B, 108C in the pluralityof lift propellers.

Specifically, as shown in FIG. 3 , taking the left linear support 103Aas an example, in the interior space of the left linear support 103A, acooling fan 170 is arranged below a lift motor 180 of the lift propeller108A and in front of the left linear support 103A, and a wind field ofthe cooling fan 170 blows towards the rear portion of the left linearsupport 103A to form an airflow flowing backwards in the left linearsupport 103A, thereby facilitating the utilization of the airflow in theflight process of the unmanned aerial vehicle and accelerating the heatdissipation. After the takeoff and landing unmanned aerial vehicle isshifted to a level flight stage, the lift motor stops working, and thecooling fan stops working at the same time. In one embodiment, the rightlinear support 103B has at least one air inlet (not shown) and at leastone air outlet (not shown) which are provided thereon, but may besimilarly provided as shown in FIG. 2 , thereby allowing the air toenter the hollow interior of the right linear support 103B from theexternal environment; the at least one air inlet and the at least oneair outlet may be flexibly provided, for example, the air inlet may beprovided at a position near the front end of the right linear support103B, while the air outlet may be provided at a position near the rearend of the right linear support 103B, or the air inlet and the airoutlet may be provided at side faces (top face, bottom face, left andright side faces) of the right linear support 103B. Wherein a diameteror width of each air inlet in the at least one air inlet is less than aradius of the right linear support 103B. The air inlet and the airoutlet of the right linear support 103B may be similarly provided withreference to FIG. 2 ; and likewise, the shapes and the number of the airinlet and the air outlet are not limited thereto.

Further, a fan is arranged in the hollow interior of the right linearsupport 103B to force air from the air inlet to reach the air outletthrough the hollow interior. In one embodiment, the fan is arranged atthe position near the front end of the right linear support 103B. In oneembodiment, a rotating shaft of the fan is perpendicular to a rotatingshaft of each lift propeller 108D, 108E, 108F in the plurality of liftpropellers. The fan may be correspondingly arranged in the right linearsupport 103B similarly as shown in FIG. 3 .

By installing the cooling fans in the left linear support 103A and theright linear support 103B of the unmanned aerial vehicle respectively,the cooling fans start to work while lift motors of the unmanned aerialvehicle work, the hot airflow in the arms (i.e., the left linear supportand the right linear support) is exhausted through flow fields generatedby the cooling fans, thereby achieving the purposes of lowering thetemperature in the arms and protecting equipment in the arms.

In one embodiment, the diameter or width of each air inlet in the atleast one air inlet is less than the radius of each of the left linearsupport and the right linear support. The providing of the diameter orwidth of the air inlet and the air outlet are beneficial to maintainingstability of the unmanned aerial vehicle in the flight process, and thesituation that the normal flight of the unmanned aerial vehicle isaffected due to unstable airflow in the unmanned aerial vehicle causedby overlarge openings is prevented.

In one embodiment, the unmanned aerial vehicle further comprises adetachable pod attached to the bottom face of the unmanned aerialvehicle, wherein the pod is a passenger pod or a cargo pod. By means ofthe arrangement mode as above, a structure of the unmanned aerialvehicle may be flexibly adjusted; in accordance with the actualconditions, the pod may be installed when needed, and may be detachedwhen not needed, and therefore the unmanned aerial vehicle may beflexibly used in response to different requirements, and theadaptability of the unmanned aerial vehicle is improved.

In one embodiment, the rotating shaft Y of the fan 170 is perpendicularto the rotating shaft X of each lift propeller 108A of the plurality oflift propellers, such arrangement makes cooling fan blades of the fan beperpendicular to propeller blades of the unmanned aerial vehicle, asshown in FIG. 1B. Airflow A generated by rotation of the fan 170horizontally flows backwards in the linear support; in situations wherethe fan is not arranged in such a way, the airflow A in the hollowinterior can be influenced by the inner surface of the arm and thuscannot flow through the hollow interior as quickly as possible to takeaway the heat.

In one embodiment, the left linear support 103A and the right linearsupport 103B may both be in a straight configuration which is in favorof improving the overall strength of the unmanned aerial vehicle.

In one embodiment, the main wing and the aileron of the unmanned aerialvehicle 100 may be configured as a front wing configuration. As shown inFIG. 38 and the rest accompanying drawings showing the front wingconfiguration, the main wing and aileron may be a plate-likeconfiguration of the main wing.

In one embodiment, the unmanned aerial vehicle 100 may have at least onepropulsion propeller 100 to propel the unmanned aerial vehicle 100 in aforward direction. In various embodiments as shown in FIGS. 1 c, 1 d and3, there may be two propulsion propellers 107A, 107B. The two propulsionpropellers 107A, 107B may be arranged at the distal ends at the rearportions of the linear supports 103A, 103B.

In still another embodiment, such as an embodiment shown in FIG. 33 , aflight platform 101 may not have a propulsion propeller. In suchembodiment, the flight platform 101 may be attached to a passenger podor a cargo pod which is provided with the propulsion propeller. FIG. 34illustrates an embodiment of a passenger pod having a propulsionpropeller arranged at the rear end thereof. When the passenger pod isattached to the flight platform 101 of FIG. 33 , the propulsionpropeller propels the flight platform 101 forwards.

In one embodiment, two vertical stabilizers 106A, 106B may be arrangedat positions near the rear ends of the linear supports 103A, 103Brespectively. Although the vertical stabilizers are shown pointingdownward, there may have embodiments in which the vertical stabilizerspoint upward.

In another embodiment, as shown in FIG. 1 d and FIG. 3 , the main wings104A, 104B may be respectively provided with wingtip lift propellers109A, 109B arranged at the distal ends thereof. This may be achieved byproviding the wingtip vertical stabilizers 110A, 110B at the distal endsof the main wings 104A, 104B, respectively, and having the liftpropellers 109A, 109B arranged at the upper tips of the wingtip verticalstabilizers 110A, 110B. These wingtip lift propellers 109A, 109B may berelatively smaller than the lift propellers arranged on the linearsupports 103A, 103B.

These wingtip lift propellers 109A, 109B may be used for efficiently andeffectively controlling the roll of the unmanned aerial vehicle 100.These wingtip lift propellers 109A, 109B are located at the most distalpositions away from the center axis of the unmanned aerial vehicle 100and are effective in regulating the roll of the unmanned aerial vehicle100, and may do so with a diameter less than those of the other liftpropellers.

As further shown in FIG. 3 , there is a pod 130 normally attachedbeneath the main body 102 of the unmanned aerial vehicle 100.

Now referring to details in FIG. 4 , the unmanned aerial vehicle 100 isexpected to use any type of landing gear. In one embodiment, theunmanned aerial vehicle 100 may have four single leaf springs 112A,112B, 112C, 112D as the landing gears. The front two single leaf springs112A, 112C are respectively arranged at the distal ends of folding legs111A, 111B. During the flight, the folding legs 111A, 111B may berespectively retracted into interior spaces of the left linear support103A and the right linear support 103B.

In one embodiment, the tail ends of the landing gears of the unmannedaerial vehicle may be provided with leaf springs as shown in FIG. 1 a toFIG. 15 , or the tail ends of the landing gears of the unmanned aerialvehicle may be provided with electric wheels as shown in FIG. 16 to FIG.36 .

The two single leaf left springs 112B, 112D at the rear side areexpected to be respectively arranged at the distal ends of the bottomsof the vertical stabilizers 106A, 106B.

The expected single leaf springs 112A, 112B, 112C, 112D may be made ofappropriate materials to provide enough elasticity and integrity, thematerials comprise natural and synthetic polymers, various metals andmetallic alloy, natural materials, textile fibers, and all reasonablecombination thereof. In one embodiment, carbon fibers are used.

Now turning to FIG. 5 , a pod used as a cargo pod 130 is illustrated.The cargo pod 130 may have single leaf springs 135A, 135B, 135C, 135D aslanding gears thereof. Or, the cargo pod 130 may have other type oflanding gear, for example, sliding rails, legs, and wheels.

In an expected embodiment, the cargo pod 130 may be detached from theother portion of the unmanned aerial vehicle 100. The other portion ofthe unmanned aerial vehicle may be called as a flight platform 101. Theflight platform 101 may fly without carrying the pod, and mayinterchangeably carry different pods. As will be described later, theflight platform 101 may carry a passenger pod.

In an illustrated example, all pods 130, 140 may be carried beneath theflight platform 101. The pods 130, 140 are expected to be loaded on theground, and the loading process may be completed before or afterattaching the flight platform 101 to the pods 130, 140.

FIG. 7 illustrates a top view of a flight platform 101. The flightplatform 101 may have a generally flat configuration, and capable ofcarrying a load therebelow or thereabove. During high-speed flight, allsix lift propellers 108A, 108B, 108C, 108D, 108E, 108F may be locked inplace, and thus each blade is parallel to the main body 102.

FIG. 7 illustrates one embodiment of the flight platform 101, whereinthe length of each of the front wings 105A, 105B is not longer than ahalf of that of each of the main wings 104A, 104B.

FIG. 8 depicts a front view of a flight platform 101 with a detachablyattached cargo pod 130 in general. Whether the cargo pod 130, thepassenger pod 140, or any other type of load, it is specificallyexpected that there may be an energy storage unit 150 arranged in themain body 102 of the flight platform. Stored energy may be used to powerthe other parts of the flight platform, such as the lift propellers108A, 108B, 108C, 108D, and the propulsion propellers 107A, 107B. Thestored energy may be electric power, and the storage unit is a battery.In another embodiment, the energy storage 150 may be used to poweraccessories in the pods 130, 140.

These batteries 150 may also be arranged in the other portions of theflight platform 101, such as in the linear supports 103A, 103B.

Alternatively or preferably, there may be energy storage units 155arranged in the pods 130, 140. Energy stored in the storage units 155may be used to power the lift propellers 108A, 108B, 108C, 108D, andpropulsion propellers 107A, 107B. The stored energy may be electricpower, and the storage unit is a battery. By arranging the energystorage units 155 in the pods 130, 140, whenever the flight platform 101is attached to new pods 130, 140, the flight platform 101 will have asupplemental energy source. The flight platform 101 itself may be anemergency energy store or a battery 150 with smaller capacity to supplypower to the flight platform 101 for a relatively short period of timewhen the flight platform 101 is in flight without the pods 130, 140. Inone embodiment, the main power supply of the flight platform 101 is fromthe batteries 150 located in the pods 130, 140. In this way, the flightplatform 101 or the entire VTOL unmanned aircraft system 100 will have afully charged energy source when the flight platform 101 replaces theold pods 130, 140 with the new pods 130, 140. This is a beneficialmethod without requiring the VTOL unmanned aerial vehicle to chargeitself. In a preferred embodiment, the flight platform 101 may work/flycontinuously for hours or even days to attach the cargo pod/passengerpod and detach the cargo pod/passenger pod without stopping to chargebatteries thereof.

Now referring to the details of FIG. 9 , a passenger pod 150 isprovided. The passenger pod 150 may use any type of landing gear, suchas rigid legs 145A, 145B, 145C, 145D as shown in the figure.

FIG. 12 depicts one aspect of the utility model in general, wherein apod (whether a cargo pod or a passenger pod) is detachable. Here, thepassenger pod 140 may be selectively detached from the flight platform101. The engagement and disengagement between the flight platform 101and the pod 140 may be autonomously executed (without simultaneous userintervention) by a computer and/or other sensors and a calculationdevice. Alternatively or preferably, a user may actively control andguide the engagement and disengagement between the flight platform 101and the pod 140.

As will be recognized by those of ordinary skill in the art, varioustypes of engagement mechanisms 147 may be used to fix the pod 140 to theflight platform 101. For example, the engagement mechanism may be amechanical latch, a magnetic latch, a track and groove, or a combinationof any known engagement ways.

It is important to understand that, in addition to having two propulsionpropellers 107A and 107B (as shown in FIG. 13 ), alternatively oralternatively, there may be a central propulsion propeller 117 which isconnected to the rear end of the main body 102 (as shown in FIG. 14 ).As shown in FIG. 14 , the central propulsion propeller 117 is engaged tothe rear end of the main body 102 through a vertical expander 116. Thevertical expander 116 may be any structure in any shape to physicallyengage with the propulsion propeller 117, thereby making a rotatingcenter of the propulsion propeller 117 perpendicularly deviate from themain body 102. In still another embodiment, the propulsion propeller 117perpendicularly deviates from the main body 102, thereby making therotating center of the propulsion propeller 117 be perpendicularlylocated at a position at the rear portion of the pod 140 or beperpendicularly flushed with the pod 140. In another embodiment, thepropulsion propeller 117 is perpendicularly flushed with the top of thepod 140. In another embodiment, the propulsion propeller 117 isperpendicularly flushed with the middle portion of the pod 140. In afurther embodiment, the propulsion propeller 117 is perpendicularlyflushed with the bottom of the pod 140.

What is not shown in any figure of the embodiment is the absence of thepropulsion propellers 107A, 107B at the end parts of the linear supports103A, 103B respectively. Instead, there may only be one propulsionpropeller 117 engaged with the rear end of the main body 102.

It may also be contemplated that each of the linear supports 103A, 103Bmay comprise more than three lift propellers, which may be achieved byproviding a longer linear support to accommodate more lift propellers,by using a lift propeller with smaller diameter, or by placing liftpropellers on both the top and bottom sides of the linear support. Oneembodiment is illustrated in FIG. 15 , wherein two additional liftpropellers 108G 108H are arranged at the front ends of the bottoms ofthe linear supports 103A, 103B.

Although the propulsion propellers 107A, 107B have been illustrated inthe foregoing figures to be positioned at the distal ends of the rearportions of the linear supports 103A, 103B, it is particularly expectedthat these propulsion propellers 107A, 107B may be arranged at ahorizontal plane lower than the main wings 104A, 104B, as those shown inFIG. 15 . In one aspect, these propulsion propellers 107A, 107B may bearranged at a horizontal plane which is basically equal to pods 130, 140carried by the flight platform. In another aspect, these propulsionpropellers 107A, 107B may be arranged at the middles of the verticalstabilizers 106A, 106B. One expected reason for lowering the arrangementof the propulsion propellers 107A, 107B is to minimize head dippingeffect during the flight, which may be caused by aerodynamic effectscaused by the pods 130, 140.

FIG. 16 to FIG. 32 illustrate an embodiment in which a flight platform101 or pods 130, 140, or both, may each have electric wheels 148attached thereto. In an embodiment of FIG. 16 , the flight platform 101is provided with the electric wheels 148; and each of the pods 130, 140is also provided with the electric wheels. Now referring to anembodiment of the FIG. 17 , single electric wheel 148 unit may have amotor enclosed in a shell 149, and the motor may be driven the powersupplied by the energy storage unit 150 arranged in each of the pods130, 140.

It is contemplated that the electric wheels 148 may enable the flightplatform 101 or the pod 130 to move on the ground when the flightplatform and the pod are parked on the ground. This allows the one ofpods 130, 140 to move away from the flight platform 101 and allowsanother of the pods 130, 140 to move itself to the flight platform 101for engagement.

Or, this may allow the flight platform 101 to be away from the pod 130and to move towards another pod for engagement. In one embodiment, eachof the pods 130, 140 may have an energy storage unit 155, and therefore,an energy source of the flight platform 101 is substantiallysupplemented when the flight platform 101 is engaged with the new andfully charged pods 130, 140.

In certain embodiments of the disclosed unmanned aircraft system, atleast one flotation device 160 may be provided, which is engaged with atleast one of the cargo pod 130, the passenger pod 140, and the flightplatform 101. The flotation device may be of the type that requiresactuation, that is, active inflation with gas or through material whenneeded. In other words, in this particular embodiment, the flotationdevice 160 may remain in a deflated state and may expand only when theinflation is triggered at certain conditions. For example, the flotationdevice 160 may automatically inflate during emergency landing, mayautomatically inflate when landing on water, and may inflate when anylanding gear fails in certain aspects.

Many known types of inflation mechanisms or airbag mechanisms may beimplemented to achieve the needs and configuration of the disclosedflotation device 160. The expected flotation device 160 may be of a typethat can be repeatedly reused, re-inflated, and re-deflated. Theexpected flotation device 160 may be merely disposable.

Alternatively or preferably, an inflation behavior may be activated by auser. For example, when an operator of the unmanned aircraft systemdetermines that the flotation device 160 needs to be inflated, he or shemay send a signal to start the inflation.

It should be particularly noted in certain embodiments that theflotation device 160 does not need the electric wheel 148. In otherembodiments, the flotation device 160 is a part of a shell of theelectric wheel 148.

Referring to FIG. 28 as one example, a passenger pod 140 may have alengthened type flotation device 160 arranged on any side of the pod140, which may be used as a water landing gear. In FIG. 28 , theseflotation devices 160 are shown deflated. FIG. 34 illustrates a sideview of a deflated flotation device 160. As shown in FIG. 35 and FIG. 36, the flotation device 160 engaged with the passenger pod 140 is showninflated.

Referring FIG. 33 as another example, the flight platform 101 may havefour flotation devices 160 arranged on the tops of four electric wheels148 respectively. These flotation devices 160 may be alternativelyattached to the electric wheels 148 or close to the electric wheels 148at the other positions. In FIG. 33 , these flotation devices 160 engagedwith the electric wheels 148 are shown deflated. FIG. 35 and FIG. 36illustrate inflated flotation devices 160 of the flight platform 101.

As above, a cooling fan is installed in an arm of an unmanned aerialvehicle, the cooling fan starts to work during the working period of alift motor of the unmanned aerial vehicle, and hot airflow in the arm isexhausted through a flow field generate by the cooling fan, therebyachieving the purposes of lowering temperature in the arm and protectingequipment in the arm. Illustratively, one cooling fan is arranged belowand in front of the lift motor, a wind field of the cooling fan blowstowards the rear portion of the arm to form an airflow flowing backwardsin the arm, and when the vertical takeoff and landing unmanned aerialvehicle is shifted to a level flight stage, the lift motor stopsworking, and the cooling fan stops working at the same time.

According to the technical solutions of the utility model, heatdissipation in an arm of an unmanned aerial vehicle is achieved byinstalling a fan in a hollow interior of each of a left linear supportand a right linear support of the unmanned aerial vehicle, therebyachieving the purposes of lowering temperature in the arm and protectingequipment in the arm.

FIG. 37 is a side sectional view of an unmanned aerial vehicle with acooling system in accordance with an embodiment of the utility model.Please referring to FIG. 37 , a cooling system for an unmanned aerialvehicle provided by the utility model comprises a hollow linear support103A; a plurality of lift propellers 108A, 108B, and 108C which arearranged on the hollow linear support 103A; a plurality of motors 180for driving the lift propellers 108A, 108B, and 108C, wherein the motors180 are arranged in the hollow linear support 103A, and illustratively,each motor 180 is used for driving one lift propeller; at least one airinlet and air outlet (not shown), wherein air enters from the air inletnear the front end of the linear support 103A and flows out from the airoutlet near the rear end thereof; and a fan 170 which is arranged in thelinear support 103A to supply the air from an external environment tothe interior of the hollow linear support.

In one embodiment, the fan is arranged at a position close to the frontend of the linear support, and thus airflow A in the linear support mayflow through the linear support more quickly to take away all heat inthe hollow interior more quickly.

In one embodiment, the linear support is in a straight configurationwhich is in favor of improving the overall strength of the unmannedaerial vehicle.

In one embodiment, at least one air inlet is provided at a positionclose to the front end of the linear support, which is in favor ofenabling the air caused by the flight movement during the flight of theunmanned aerial vehicle to enter the linear support more quickly.

In one embodiment, at least one air outlet is provided at a positionclose to the rear end of the linear support, and thus the airflow in thelinear support may cover the entire interior of the linear support, andthe heat dissipation of the entire interior of the linear support isachieved.

In one embodiment, the cooling system further comprises a pod which isdetachably attached to the bottom face of the unmanned aerial vehicle,wherein the pod is a passenger pod or a cargo pod. By means of thearrangement mode as above, a structure of the unmanned aerial vehiclemay be flexibly adjusted; in accordance with the actual conditions, thepod may be installed when needed, and may be detached when not needed,and therefore the unmanned aerial vehicle may be flexibly used inresponse to different requirements, and the adaptability of the unmannedaerial vehicle is improved.

The heat dissipation in the arm of the unmanned aerial vehicle may beachieved by adopting the cooling system for the unmanned aerial vehicleprovided by the utility model.

Many variations and modifications may be made by those of ordinary skillin the art without departing from the spirit and scope of the disclosedembodiments. Thus, it must be understood that the illustratedembodiments are presented for the purpose of example only and should notbe taken as limiting the embodiments defined by the appended technicalsolutions. For example, despite the fact that elements of the technicalsolutions are presented below in a certain combination, it must beexpressly understood that the embodiment comprises other combinations ofless, more or different elements, which are disclosed herein, even ifsuch a combination is not initially defined.

Therefore, detailed embodiments and applications of a VTOL flightplatform with interchangeable pods have been disclosed. However, it isapparent to those skilled in the art that more modifications in additionto those already described are possible without departing from theconcepts disclosed herein. Thus, the disclosed embodiments are notlimited except in the spirit of the appended technical solutions. Inaddition, in interpreting the specification and technical solutions, allterms should be interpreted as the broadest possible manner consistentwith the context. Particularly, the terms “comprise” and “comprising”should be interpreted as referring to components, assemblies, or stepsin a non-exclusive manner, indicating that the referenced components,assemblies, or steps may be present, or utilized, or combined with othercomponents, assemblies, or steps that are not expressly referenced.Insubstantial variations from the claimed subject matter now known orlater expected by those of ordinary skill in the art are expresslyexpected to be equivalent within the scope of the technical solutions.Thus, obvious replacements which are known at present or later to thoseof ordinary skill in the art are defined to be within the scope of thedefined elements. Thus, the technical solutions should be understood toencompass what is specifically illustrated and described above, what isconceptually equivalent, what may be obviously replaced, and whatessentially comprise the basic idea of the embodiments. In addition, inthe case that the specification and technical solutions refer to atleast one selected from a group consisting of A, B, C, . . . and N, thetext should be interpreted as requiring at least one element of thegroup, including N, rather than A plus N, or B plus N, or the like.

What is claimed is:
 1. A vertical takeoff and landing unmanned aerialvehicle, comprising: a left main wing and a right main wing; a leftfront wing and a right front wing; a main body which is engaged with theleft main wing and the right main wing; a left linear support forconnecting the left main wing with the left front wing; a right linearsupport for connecting the right main wing with the right front wing;the left linear support having a first group of multiple lift propellersarranged thereon; the right linear support having a second group ofmultiple lift propellers arranged thereon; wherein the left linearsupport and the right linear support each have a hollow interior; atleast one air inlet which is provided on each of the left linear supportand the right linear support; at least one air outlet which is providedon each of the left linear support and the right linear support; and afan which is arranged in the hollow interior of each of the left linearsupport and the right linear support; and wherein a rotating shaft ofthe fan is perpendicular to a rotating shaft of each lift propeller inthe first and second groups of multiple lift propellers, wherein the airinlets are located at front ends of the left linear support and theright linear support, and the air outlets are located at rear ends ofthe left linear support and the right linear support; wherein the twoends of each of the left linear support and the right linear support areformed as a tapered structure and said air inlets each has an oblongshape, length-wise directions of the air inlets are provided along ageneratrix of the tapered structure.
 2. The vertical takeoff and landingunmanned aerial vehicle according to claim 1, wherein the fan isarranged at a position proximate to the front end of each of the leftlinear support and the right linear support.
 3. The vertical takeoff andlanding unmanned aerial vehicle according to claim 2, further comprisinga plurality of motors which are arranged in the hollow interiors.
 4. Thevertical takeoff and landing unmanned aerial vehicle according to claim3, wherein a diameter or width of each air inlet in the at least one airinlet is less than a radius of each of the left linear support and theright linear support.
 5. The vertical takeoff and landing unmannedaerial vehicle according to claim 1, further comprising a detachable podattached to the bottom face of the unmanned aerial vehicle.
 6. Thevertical takeoff and landing unmanned aerial vehicle according to claim5, wherein the pod is a passenger pod or a cargo pod.
 7. The verticaltakeoff and landing unmanned aerial vehicle according to claim 1,further comprising at least one propulsion propeller arranged on theunmanned aerial vehicle.
 8. A cooling system for an unmanned aerialvehicle, comprising: a hollow linear support; a plurality of liftpropellers which are arranged on the linear support; a plurality ofmotors for driving the lift propellers, wherein each motor is used fordriving one lift propeller, and the plurality of motors are arranged inthe linear support; at least one air inlet which is provided on thelinear support; at least one air outlet which is provided on the linearsupport; a fan which is arranged in the linear support to supply airfrom an external environment to an interior of the hollow linearsupport; wherein a diameter or width of each air inlet in the at leastone air inlet is less than a radius of the linear support; wherein arotating shaft of the fan is perpendicular to a rotating shaft of eachlift propeller in the plurality of lift propellers, wherein the at leastone air inlet is provided at a position proximate to a front end of thelinear support; wherein the at least one air outlet is provided at aposition proximate to a rear end of the linear support; wherein the twoends of the linear support are formed as a tapered structure and said atleast one air inlet has an oblong shape, length-wise direction of the atleast one air inlet is provided along a generatrix of the taperedstructure.
 9. The cooling system for the unmanned aerial vehicleaccording to claim 8, wherein the fan is arranged at a positionproximate to the front end of the linear support.
 10. The cooling systemfor the unmanned aerial vehicle according to claim 9, wherein the linearsupport is in a straight configuration.